Because all checklists I could find didn't contain everything I needed AND because I got fed up with flying with all printed manuals on my lap and having to look through all of them just to get the simple info I needed...;) , I made a checklist of my own for the PMDG 737NG. It contains ONLY things you HAVE to do: I left out everything you just have to check. With this checklist I can get the plane started from a cold and dark cockpit in no time and shut down too. This isn't meant to be an official checklist (!): as soon as I know it all by heart I will start using the official checklists. It also contains a lot of info mormally not found on checklists. This could be called a Newbie Checklist, because it makes it all simpler to get everything running and up in the air without doing things you don't really need to do (although those things would make it more realistic...).Anyway, whatever you call it, here it is. I'm posting it here mainly to get corrections on it! I already posted some questions about strating procedures and changed a lot thanks to the information I received. But there still may be mistakes in it.... (for instance the order things are done in). This post may be also usefull to other PMDG 737NG newbies.I did not add the FMC setup to the list: I already know that by heart. I did however add general info on the take off and landing, although specially the landing info shouldn't be followed to the letter. I just added it in order to get things clear for myself, as some sort of reminder (specially the approach info will probably be different: it all depends on ATC and where you are flying...)Okay, here it is...INITIAL CHANGES TO COLD AND DARK COCKPITTHROTTLE PANEL: START LEVERS CUTOFFOVERHEAD PANEL: STANDBY POWER AUTO, ISOLATION VALVE CLOSED, RECIRC FANS OFFACCEPTANCE CHECKDOORS: OPENBATTERY: ONFUEL PUMPS LEFT: ONAPU START: STARTAPU GENERATOR: ONAPU BLEED AIR: ONCOCKPIT PREPARATION YAW DAMPER: ONCABIN/UTIL POWER: ONIFE/PASS SEAT POWER: ONEMERGENCY EXIT LIGHTS: ARMED (GUARD DOWN)PASSENGER SIGNS: ONWINDOW HEAT: ONELEC HYDRAULIC PUMPS: ONRECIRCULATION FAN: AUTOISOLATION VALVE: OPENAIR CONDITIONING PACKS: AUTOOVERHEAD FLIGHT ALTITUDE INDICATOR: SETOVERHEADLANDING ALTITUDE: SETLOGO LIGHT: ONPOSITION LIGHT: ONFLIGHT PATH VECTOR: ONBAROMETRIC SELECTOR: TO HPA AND SET LOCAL SETTING (I live in Europe, so... ;)COURSE: SETFLIGHT DIRECTOR: ONHEADING: SET TO RUNWAY HEADINGALTITUDE: SET TO TAKEOFF CLIMB CLEARANCEAUTOBRAKE: RTORADIOS: TUNED AS REQUIREDTRANSPONDER: CODE ENTEREDFMC: SETMCP: SET V2+15 ON MCPDOORS: CLOSEDPUSHBACK AND STARTPUSHBACKFUEL PUMPS RIGHT: ONAIR CONDITIONING PACKS: OFFANTI-COLLISION LIGHT: ON#2 ENGINE STARTER: GROUND#2 N2: 20%#2 START LEVER: IDLE#2 ENGINE STARTER: AUTO-OFFREPEAT FOR #1 STARTER AFTER STARTENGINE GENERATORS: ONPROBE HEAT: ONAIR CONDITIONING PACKS: AUTOISOLATION VALVE: AUTOAPU START: OFFAPU GENERATOR: OFFAPU BLEED AIR: OFFALL CAUTIONS: OFFTAXITAXI LIGHT: ONFLAPS: SETSTABILIZER TRIM: SETCLEARED FOR TAKE OFF, BEFORE TURNING ON THE RUNWAYENGINE STARTERS: CONTLANDING LIGHT: ONRUNWAY TURNOFF LIGHT: ON AND OFF AS REQUIREDTAXI LIGHT: OFFSTROBE LIGHT: ONAUTOTHROTTLE: ARMTCAS: SELECT TEST ON TRANSPONDERTRANSPONDER: TA/RATAKE OFFTHROTTLES: 40%TO/GA: ONROTATE: AT VRPOSITIVE CLIMB: GEAR UP400 FT: SELECT ROLL MODE1000 FT: VNAV, FLAPS 1 OR LVL CHG, SET TOP BUG, FLAPS 1, AUTOPILOT ON, RETRACT FLAPS ON SCHEDULE3000 FT: SET SPD 250AUTOBRAKE: OFFGEAR HANDLE : OFFENGINE STARTERS: OFFCLIMB AND CRUISETRANSITION ALTITUDE: SET ALTIMETERS TO STANDARDCLIMBING THROUGH 10,000: PASSENGER SIGNS OFF, LANDING LIGHT OFF, LOGO LIGHT OFFDESCENTPRIOR TO REACHING TOP OF DESCENT: SET MCP ALTITUDE SELECTOR FOR DESCENTSPEED BRAKE: AS REQUIRED (NOT BELOW 1500 FT)DESCENDING THROUGH 10,000: PASSENGER SIGNS ON, LANDING LIGHT ON, LOGO LIGHT ONTRANSITION LEVEL: SET BARO TO LOCAL SETTINGFMC: SET ARRMINIMUMS: SET MA AS REQUIREDFINAL APPROACH COURSE: SET COURSE AS REQUIREDVHF NAV RADIOS: SET AS REQUIRED FOR FINAL APPROACHAPPROACH15 NM FROM TRESHOLD: SET SPD 220, ALT 3000AUTOBRAKE: SETAUTOSPOILERS: ARMENGINE STARTERS: CONT10 NM FROM TRESHOLD: SET SPD 180 (OR FLAPS UP SPD), LOWER FLAPS ON SCHEDULE TO FLAPS 5, ALT 2000ON INTERCEPT COURSE: VOR LOC ON, SET SPD 160 (OR FLAPS 15 SPD), LOWER FLAPS ON SCHEDULE TO FLAPS 15APP: ON WHEN LOC IS INTERCEPTED5 NM FROM TRESHOLD: GEAR DOWNAT OUTER MARKER: SET VREF+5 ON MCP, LOWER FLAPS ON SCHEDULE TO FLAPS 30GS ON: SET MA ALT ON MCPAUTOPILOT 2: ON FOR AUTOLAND (ON ABOVE 800 FT)MANUAL LANDING: AUTOPILOT OFF ABOVE 500 FTLANDINGAUTOPILOT: OFF IN CASE OF AUTOLANDTHROTTLES: IDLE (F1)REVERSERS: ON (F2)80 KNOTS: REVERSERS OFF (F1)AUTOSPOILERS: RETRACT (ADVANCE THROTTLE A LITTLE)AUTOBRAKE: OFFEXIT RUNWAY: AT FIRST EXIT (60 - 40 KTS ON HIGH SPD EXITS) MISSED APPROACHTO/GA: ON AT MINSFLAPS: 15POSITIVE CLIMB: GEAR UP400 FT: SELECT ROLL MODE, SPD 2001000 FT: RETRACT FLAPS ON SCHEDULE, AUTOPILOT ONTAXI-INFLIGHT DIRECTOR: OFFFLAP LEVER: UPSPEED BRAKE LEVER: DOWNAPU START : ONPROBE HEAT: OFFENGINE STARTERS: OFFLANDING LIGHT: OFFTAXI LIGHT: ONSTROBE LIGHT: OFFTRANSPONDER: STANDBYSHUTDOWNAPU GENERATOR: ONAPU BLEED AIR: ONENGINE START LEVERS: CUTOFFFUEL PUMPS RIGHT: OFFELEC HYDRAULIC PUMPS: OFFTAXI LIGHT: OFFANTI-COLLISION LIGHT: OFFDOORS: OPENYAW DAMPER: OFFPASSENGER SIGNS: OFFWINDOW HEAT: OFFLOGO LIGHT: OFFPOSITION LIGHT: OFFSECURECABIN/UTIL POWER: OFFIFE/PASS SEAT POWER: OFFEMERGENCY EXIT LIGHTS: OFFAIR CONDITIONING PACKS: OFFISOLATION VALVE: CLOSEDRECIRCULATION FAN: OFFAPU BLEED AIR: OFFAPU START : OFFFUEL PUMPS LEFT: OFFBATTERY: OFFDOORS: CLOSED

It's very nice to see you have your own checklist but in the past few weeks zapper had a Geezer guide with checklist. If you do a search for "Geezer Guide" you will find it. I printed that checklist and use it everytime I make a flight with the NG series. ;)

FYI, the Geezer Guide can be downloaded from here: http://homepage.powerup.com.au/~speedy/

Yes, I know that list but too many (little) things were missing or not clear enough (like the ISOL VALVE that's apparently never closed, little things like that, or the lights that weren't mentioned specifically enough to me, and also the order of things don't seem right here and there).I'm not saying my list is better (let that be absolutely clear! it's not a real checklist! and I didn't post it here for that reason!), but (to me) it's more complete when it comes to setting each and every switch the way they should be from startup to shutdown. Just about EVERYTHING I do during a complete flight is on this list, and I can go from startup to shutdown with this list, without missing anything once (and almost without thinking...). Well, as far as I know and found out, of course... I'm no expert. And that's why I posted this list: to see if I still got some things wrong...

Yeh but your checklist is to long, most airlines use a checklist like the geezer guide and if you look at the "Before start checklist" you will see at the first line: "cockpit preparation".That means that if you have done all panel scans and ready to get clearence or start boarding of the passenger then your cockpit preparation is complete, and this also include a pneumatic scan, electrics, hyd and etc. and if everything is ready (Like I sad above) then your answer on cockpit preparation should be "complete"And all the other things below the cockpit prep. are basicaly things that are have to be checked a second time or as confirm to you that you did those things....So basicaly, cockpit is the compressed term for your checklist, I guess you know what I mean. :)

I know what you mean: 'Cockpit is the compressed term for your checklist': that's exactly the point! You are completely right! The normal (real) checklists contain too little info for newbies like me! "Cockpit preparation? Huh? What do you mean?" And there I had to go again, looking through all manuals and tutorials again and again to see what I was missing or still had to do! My list is enough for me to get it all done! I can go from start to finish without having to consult a manual anymore (by litterally following and executing each line of the list)!I guess I shouldn't have called it a checklist at all, in order to prevent confusion, but something like 'List-for-newbies-which-contains-every-switch-and-knob-or-whatever-you-HAVE-to-switch-or-turn-or-whatever-in-order-to-complete-a-flight-from-A-to-Z-with-the-PMDG-737-NG'... ;)Still, this is all very interesting (and clear for everyone by now, I hope... ;) ), but I still haven't got a reactions on the actual CONTENT of the list. ;) (Mistakes, wrong order, things I forgot, etc.)

Well, I looked at it very fast but it seems to be ok and looks realy nice!!! :) You better can call it a panel scan checklist. Some airlines use a scan checklist prior doing the normal checklist.But thats airline specific.But if your getting a line in your NG carrier you may use the Geezer Guide checklist. :D ;)Good luck.

Thanks for posting this Jeroen. I have been meaning to make a similar checklist for my own use, and you have saved me the trouble. I agree that all the other checklists are either too detailed (including stuff that cannot be done in the PMDG) or too sparse.I plan to convert your checklist into an HTML file for loading into the kneeboard within the aircraft.Thanks!

Nice procedure list Jeroen!I glanced through it and I found something you would like to correct:MCP: SET V2+15 ON MCPAs far as I recall the MCP should be set to V2 and the F/D will guide you to pitch for V2+20 if TO/GA is used.Again great work!Cheers,

Very nice and it does give the newbie a great deal of info that most of tha available checklists leave out.

Jeroen... thanks for your effort and thanks for shareing. Good job!Murray

Looks pretty good, Jeroen....I had a quick look through it and there are a few things which don't sound right...E.g. If you select both engine generators on, you don't need to switch the APU generators switches to OFF. APU power is tripped off when you switch both engine generators on.Selecting VNAV prior to flap retraction is sometimes considered risky. It's best to select LVL CHG or simply push CMD and this will do the same thing and engage the A/P.Matt is correct about V2 (only). This is done on all Boeings. V2+20 will appear automatically when you engage the A/P. Hope this helps.Cheers.Ian.

Thanks for 'thank you's' and the corrections, all! Glad others can use it too! :)I wanted to update my first post but unfortunately I can't edit it anymore... I cchanged a few things (V2 on MCP, removed the VANV at 1000 ft, copied that to 3000 ft, added ISOL VALVE OPEN to the shutdown section (because the ENG BLEED are automatically off by that time) and changed the order here and there (specially the shutdown procedure) a little to make it even more logic (I think...). Since I cannot edit the first post anymore I will post the entire updated list here, if no one minds... (Is it possible to get some sort of privilige here to edit a post for a longer period...? Otherwise this thread can become unreadable... Who should I contact about that...?)Updated August 24th 2004:INITIAL CHANGES TO COLD AND DARK COCKPITTHROTTLE: START LEVERS CUTOFFOVERHEAD: STANDBY POWER AUTO, ISOLATION VALVE CLOSED, RECIRC FANS OFFACCEPTANCE CHECKDOORS: OPENBATTERY: ONFUEL PUMPS LEFT: ONAPU START: STARTAPU GENERATOR: ONAPU BLEED AIR: ONCOCKPIT PREPARATION YAW DAMPER: ONCABIN/UTIL POWER: ONIFE/PASS SEAT POWER: ONEMERGENCY EXIT LIGHTS: ARMED (GUARD DOWN)PASSENGER SIGNS: ONWINDOW HEAT: ONELEC HYDRAULIC PUMPS: ONRECIRCULATION FAN: AUTOISOLATION VALVE: OPENAIR CONDITIONING PACKS: AUTOOVERHEAD FLIGHT ALTITUDE INDICATOR: SETOVERHEADLANDING ALTITUDE: SETLOGO LIGHT: ONPOSITION LIGHT: ONFLIGHT PATH VECTOR: ONBAROMETRIC SELECTOR: TO HPA AND SET LOCAL SETTINGCOURSE: SETFLIGHT DIRECTOR: ONHEADING: SET TO RUNWAY HEADINGALTITUDE: SET TO TAKEOFF CLIMB CLEARANCEAUTOBRAKE: RTORADIOS: TUNED AS REQUIREDTRANSPONDER: CODE ENTEREDFMC: SETMCP: SET V2 ON MCPDOORS: CLOSEDPUSHBACK AND STARTPUSHBACKFUEL PUMPS RIGHT: ONAIR CONDITIONING PACKS: OFFANTI-COLLISION LIGHT: ON#2 ENGINE STARTER: GROUND#2 N2: 20%#2 START LEVER: IDLE#2 ENGINE STARTER: AUTO-OFFREPEAT FOR #1 STARTER AFTER STARTENGINE GENERATORS: ONPROBE HEAT: ONAIR CONDITIONING PACKS: AUTOISOLATION VALVE: AUTOAPU START: OFFAPU BLEED AIR: OFFALL CAUTIONS: OFFTAXITAXI LIGHT: ONFLAPS: SETSTABILIZER TRIM: SETCLEARED FOR TAKE OFF, BEFORE TURNING ON THE RUNWAYENGINE STARTERS: CONTLANDING LIGHT: ONRUNWAY TURNOFF LIGHT: ON AND OFF AS REQUIREDTAXI LIGHT: OFFSTROBE LIGHT: ONAUTOTHROTTLE: ARMTCAS: SELECT TEST ON TRANSPONDERTRANSPONDER: TA/RATAKE OFFTHROTTLES: 40%TO/GA: ONROTATE: AT VRPOSITIVE CLIMB: GEAR UP400 FT: SELECT ROLL MODE1000 FT: LVL CHG, SET TOP BUG, FLAPS 1, RETRACT FLAPS ON SCHEDULE, AUTOPILOT ON3000 FT: SET SPD 250, VNAV (IF DESIRED)AUTOBRAKE: OFFGEAR HANDLE : OFFENGINE STARTERS: OFFCLIMB AND CRUISETRANSITION ALTITUDE: SET ALTIMETERS TO STANDARDCLIMBING THROUGH 10,000: PASSENGER SIGNS OFF, LANDING LIGHT OFF, LOGO LIGHT OFFDESCENTPRIOR TO REACHING TOP OF DESCENT: SET MCP ALTITUDE SELECTOR FOR DESCENTSPEED BRAKE: AS REQUIRED (NOT BELOW 1500 FT)DESCENDING THROUGH 10,000: PASSENGER SIGNS ON, LANDING LIGHT ON, LOGO LIGHT ONTRANSITION LEVEL: SET BARO TO LOCAL SETTINGFMC: SET ARRMINIMUMS: SET MA AS REQUIREDFINAL APPROACH COURSE: SET COURSE AS REQUIREDVHF NAV RADIOS: SET AS REQUIRED FOR FINAL APPROACHAPPROACH15 NM FROM TRESHOLD: SET SPD 220, ALT 3000AUTOBRAKE: SETAUTOSPOILERS: ARMENGINE STARTERS: CONT10 NM FROM TRESHOLD: SET SPD 180 (OR FLAPS UP SPD), LOWER FLAPS ON SCHEDULE TO FLAPS 5, ALT 2000ON INTERCEPT COURSE: VOR LOC ON, SET SPD 160 (OR FLAPS 15 SPD), LOWER FLAPS ON SCHEDULE TO FLAPS 15APP: ON WHEN LOC IS INTERCEPTED5 NM FROM TRESHOLD: GEAR DOWNAT OUTER MARKER: SET VREF+5 ON MCP, LOWER FLAPS ON SCHEDULE TO FLAPS 30GS ON: SET MA ALT ON MCPAUTOPILOT 2: ON FOR AUTOLAND (ON ABOVE 800 FT)MANUAL LANDING: AUTOPILOT OFF ABOVE 500 FTLANDINGAUTOPILOT: OFF IN CASE OF AUTOLANDTHROTTLES: IDLE (F1)REVERSERS: ON (F2)80 KNOTS: REVERSERS OFF (F1)AUTOSPOILERS: RETRACT (ADVANCE THROTTLE A LITTLE)AUTOBRAKE: OFFEXIT RUNWAY: AT FIRST EXIT (60 - 40 KTS ON HIGH SPD EXITS) MISSED APPROACHTO/GA: ON AT MINSFLAPS: 15POSITIVE CLIMB: GEAR UP400 FT: SELECT ROLL MODE, SPD 2001000 FT: RETRACT FLAPS ON SCHEDULE, AUTOPILOT ONTAXI-INLANDING LIGHT: OFFTAXI LIGHT: ONSTROBE LIGHT: OFFFLIGHT DIRECTOR: OFFFLAP LEVER: UPSPEED BRAKE LEVER: DOWNAPU START : ONPROBE HEAT: OFFENGINE STARTERS: OFFTRANSPONDER: STANDBYSHUTDOWNAPU GENERATOR: ONAPU BLEED AIR: ONISOLATION VALVE: OPENENGINE START LEVERS: CUTOFFFUEL PUMPS RIGHT: OFFTAXI LIGHT: OFFANTI-COLLISION LIGHT: OFFPASSENGER SIGNS: OFFDOORS: OPENYAW DAMPER: OFFWINDOW HEAT: OFFELEC HYDRAULIC PUMPS: OFFLOGO LIGHT: OFFPOSITION LIGHT: OFFSECURECABIN/UTIL POWER: OFFIFE/PASS SEAT POWER: OFFEMERGENCY EXIT LIGHTS: OFFAIR CONDITIONING PACKS: OFFISOLATION VALVE: CLOSEDRECIRCULATION FAN: OFFAPU BLEED AIR: OFFAPU START : OFFFUEL PUMPS LEFT: OFFBATTERY: OFFDOORS: CLOSED

Not sure about this one, but I tend to leave the Hyd pumps off until after push back, when the grd ask for parking brakes. I read somewhere that having the hyd pumps on and powered can cause problems for the push back tug and damage stuff. Like accidental steering input or centering.I leave hydroulicly powered stuff like the yaw damper off until the hyd pumps are on.I also leave the high power stuff like probe heaters and window heat off until the gens are connected. I even leave the APU on until after take off, just in case.I few things I am still not sure about myself. For example, should the bleeds be left closed for starting the engines and APU? Just thinking that the bleed being open might hinder the start up.

Interesting!You are talking about the ELECT hyd pumps, I think, because the ENG hyd switches are always left on (so I'm told)? (Logically the switches are left on but the pumps do nothing until the engines are started...)This made me wonder... the ELEC hyds can he used as soon as the APU is on, or not...? And what is the real use of the ELEC hyd when you've got the ENG hyds on? Is it so you can use the HYD without engien running? In that case you could turn them off as soon as the ENG are on...Leaving the yaw damper off is logical... Didn't know it was hyd powered... :(Okay, high power stuff off to give the APU a brake... (with 'gen connected' I suppose you mean the ENG gen and ot the APU gen...) Are there any more hight power things I'd better keep off until the ENG GEN's are on?Yes, leaving the APU on has been discussed more often. Could be done, but it's not necessary. (If you do keep it on you have to be sure to turn the APU bleed off before taxiing!)I've been told the ENG bleed switches are never touched... I open the APU bleed after starting the APU itself, so that's no problem. But leaving the eng bleeds on mean indeed that as soon as you start the engines, the bleeds blast off.. But that doesn't seem to bad to me... The same though might be applied to the ENG hyds: if these switches are left on (as I've been told) they start immediately as soon as you start the ENG GEN. Some procedures indeed make me think of plugging an electric device into the wall, without making sure the ON-button is off, which usually isn't that good.Anyone else here who can shed some light upon this all? I'm glad I'm not the only one who wonders about these little things... ;) Problem is that the PMDG plane doesn't mind a lot of bad behaviour because most things work and keep on working anyway, so you can't really learn from mistakes here... ;)